Pneumatic dispatch system



Oct. 18, 1932.

J. A. BAUER 1,883,845

PNEUMATIC DISPATCH SYSTEM Filed Nqv. 7, 1950 4 Sheets-Sheet 1 117' KBJ'Q/ e 16 D K flaw/2672507 Oct. 18, 1932. BAUER 1,883,845

PNEUMATIC DI SPATCH SYSTEM Filed Nov. 7, 1930 4 Sheets-Sheet 2 Oct. 18 1932. j BAUER 1,883,845

PNEUMATIC DI SPATCH SYSTEM Filed Nov. '7, 1930 4 Sheets-Sheet 3 r 2.7a- 2.10 22; 1w Z r I r ll l \J 1'. X527 1 .51

Z9" 6' 65 267 v 157/ I 275 J4/Q .74 e

i0 I Q 3 a L 49 J0// 5 47 o l 0 o //4 a 2 v I II a 76212 2 0 5 o W; Jblzir/fl a 10a 7 f) Patented Oct.18, 1932 UNlTEfi STATES PATENT QFFIQE,

JOHN A. BAUER, OF SYRACUSE, NEVT YORK, .ASSIGNQR- TO THE LAMSON COMPANY, OF

SYRACUSE, NEW YQRK, A CC'RPORATION OF MASSACHUSETTS f which may PNEUMATIC DISPATCH SYSTEM application filed November This invention relates to an improvement in a pneumatic dispatch system, and more particularly to the provision of switch mechanism therein, whereby one station may be selectively placed in communication with any one or several other stations.

The direct communication of a central station with each of a plurality of outstations requires the use ofa great number of transit tubes and also, since it is theusual practice to provide a continuous flow oi air throughout the system, necessitates considerable power to provide the flow of air therethrough. In many installations only a few of the lines'are used to a great extent and under ordinary conditions only one line is in use at a time so that it is unnecessary to provide at all times for a maximum load never occur. The primary object of this invention is to provide a system in which the number of transit tubes and the amount of air flow is reduced to a minimum, such reduction being preferably obtained by the inclusion in the system of a plurality of switch mechanisms which normally permitthe maintenance of direct communication between the central station and one outstation, but which, when desired, maybe actuated to provide direct communication between the central station or any other outstation.

Further objects of the invention are to provide means whereby the switch mechanism may be actuated as desired;- means controlled by the carrier in transit, when the switch mechanism is out of its normal position, for restoring it to its normal position after that carrier has moved a certain distance or after that carrier hasbeen delivered at its destination; stop means for preventing the dispatching of a second carrier before the first has traversed a certain distance; means actuated by the carrier in transit for rendering the stop inoperative; means whereby when the switch mechanism is out of its normal position the air is bypassed aroundthat switch mechanism so that the travel of a carrier is not disturbed; and various details and features as will be 7, 1930. Serial No. 493,964.

apparent from a consideration of the following specification and of the drawings which term a part thereof wherein is set forth several embodiments of this invention.

In the drawings:

Fig. 1 is a diagrammatic view in side elevation illustrating one embodiment of this invention;

Fig. 2 is a similar view disclosing a fur.- ther development of the embodiment shown in Fig. 1, a diagram of one form of wiring connections being afliiced thereto;

Figs?) and 4 are enlarged detail views illustrating the switch mechanism employed in the embodiment of Figs. 1 and 2;

Fig. 5 is. a diagrammatic View inside elevation of another embodiment of this invention, awiring diagram being incorporated therewith; and V Fig. 6 is a view illustrating a development of the embodiment shown in Fig. 5.

Referring to the embodiment shown in Figs. 1 to 1, inclusive, and particularly to Fig. 1, it will be noted that this embodiment comprises a central station A and outstations B, C, and D. The central station A is directly connected to the outstation B by a transit tube 10, through which carriers can be sent from the dispatch terminal 11 of station A to the outlet terminal 12 of station E. The central station is also connected to station B by means of a transit tube 15 through which carriers may be sent from the dispatching terminal 16 of station B to the delivery terminal 17 of station A. A pump, blower, or other suction means, 18 is connected by a tube 19 to the tube 15 in the usual manner, and as will be readily understood, the pump 18 causes a flow of air from the dispatch terminal 11 of station A through the delivery terminal 12 and dispatch terminal 16 of station B to the delivery terminal 17 of station A. The tube 15 also includes a dispatch ter-v minal 20 at station C and a dispatch terminal 21 at station D. lhe dispatch terminals 20 and 21 here shown permit the uninterrupted passage of carriers from terminal 16 and terminal 17, and beingof a well-known type, will not be described herein in detail, since they form no part of the present invention.

Lit

The tube 10 comprises lengths 10", 10 and 10 and switch housings and 26, the former connecting lengths 10 and 10", the latter connecting lengths 10 and 10. From the switch housing 25 extends a tube 27 to a delivery terminal 28 of station D which is connected by a pipe 29 with the length 10 for a purpose to be described later. The switch housing 26 is similarly connected by a tube 30 with a receiving terminal 31 at station C, which terminal is connected to the length 1O by a pipe 32, provided for the same purpose as the pipe 29.

From the above description it will be understood that carriers are sent from central station A to outstation B through length 10, housing 25, length 10 housing 26 and length 10 and are sent back from the outstation through the return line 15. The outstation B may be considered as on the main line and outstations C and D as on branch lines. Carriers sent from the central station to station D travel through length 10 housing 25, and tube 27 and are sent back through the return tube 15. Similarly carriers sent from the central station to station C travel through length 10 housing 25, length 10 housing 26 and tube 30 and are sent back through the return tube 15.

The switch housings 25 and 26 are similar in construction, and the first only will be described in detail. The housing 25 as shown in Figs. 3 and 4, contains a transit tube section pivotally mounted therein at one end, that end being at all times in alignment with the length 10 of the outgoing tube connecting the housing with the dispatch terminal 11. The connection between the pivoted end of the tube section 40 and the tube 10 is shown in i Fig. 3 to be provided by means of a flexible sleeve'41. The free end 42 of the tube section 40, however, is in alignment either with the length 10 of the outgoing tube connecting the housing 25 with the housing 26 or with the tube 27 connecting the switch housing with the delivery terminal 28 of station D. The tube section 40 is normally in the position shown in full lines in Fig. 3 connecting the tube lengths 10 and 10 so that direct communication is normally maintained between the dispatch terminal 11 and the delivery terminal 12.

In order to shift the tube section 40 into the dotted line position of Fig. 3, in which position its free end is in alignment with the tube 27, any desired means may be provided. In the present invention is illustrated a solenoid 45 by which may be advanced and retracted a bar 46 pivotally attached at one end to one arm 47 of a bell-crank lever, the other arm 48 of which is connected by a link 49 to a strap 56 on the tube section. A spring 51 mounted at one end upon the housing and at the other end on the arm 47 acts to hold the tube section in its normal position. When the solenoid 45 is energized, the bar 46 is retracted and the tube section 40 will thereby be swung into the dotted line position. In order to guide this movement of the free end of the tube section,

there is formed in the side walls of the hous- 6 ing 25, a pair of parallel arcuate tracks 52 which receive a collar 53 surrounding the upper end of the tube section 40. Rubber or felt bumpers 54 limit the movement of the section 40 and align the free end thereof as well as act as cushions (see Fig. The housing 25 is air tight and hence it is not essential that the connection between the free end 42 and the tubes with which it aligns be sealed.

Fig. 2 illustrates a development of the embodiment shown in Fig. 1 in more compact form but differing therefrom in minor details only, and accordingly th same reference characters employed above in connection with the description of Fig. 1 have been applied thereto. In this form the end of the tube section 40 is held in alignment with tie upper end of the length 10 by means of a ball and socket joint 55 instead of by means of the sleeve 41.

At the dispatch terminal 11 of the central station A is provided a stop which in operative position prevents the dispatch of a second carrier while another carrier is in transit on a branch line. The stop 60 comprises an arm cont-rolled by a solenoid 61 suitably supported on a collar 62 on which the arm is pivotally mounted. The delivery terminals 12, 28 and 31 are each of the well-known type, including a clapper valve 64 which is normally closed and is opened by a carrier upon its arrival at the terminal. A circuit control device 65 is adapted to be tripped by each carrier dispatched from terminal 11 to close the circuit of which it is a part. At each delivery terminal is mounted a circuit control device 66 which is tripped by the opening of the clapper valve 64 and thereupon breaks the circuit of which it is a part.

The embodiment of the invention illustrated in Figs. 1 and 2 is intended to be operated electrically and the operation will now be described with particular reference to the wiring diagram shown in Fig. 2. The supply of current is controlled by a main switch 70 0f the usual type, which when closed connects the supply lines 71 and 72 with the lines 73 and 74 of the system. The line 73 is connected to a relay 75 at station C by a lead 7 6, with a relay 77 at station D by a lead 7 8 and with a relay 79 at station A by a lead 80, each of the leads 76, 7 8 and 80 terminating at the relays in contacts 81. The line 73 is further connected with the circuit maker 65 at station A by a lead 82 and with buttons 83 and 84 on a panel 85 by a lead 86. These buttons are connected to the coils 89 of the switches 75 and 77 by leads 88 and 87 respectively. The line 74 is directly connected to the circuit breaker 66 at terminal 12 of station E and is connected by a lead 90'with the solenoid 45 in the switch housing 26, by alead 91 with the solenoid 45 in the switch housing 25, and by a lead 92 with the solenoid 61 which operates the stop 60 at the dispatch terminal 11 in station A. The solenoid 45 in the switch housing 26 is connected by a lead 95 with the switch 96 of the relay 7 and the solenoid 45 in the housing is connected with the switch 96 of the relay 77 by a lead 97. The coil 89 of each relay 7 5, 77 is connected to the switch 96 thereof by a lead 98 in the usual manner. The circuit breaker 66 at terminal 28 is connected with the coil 89 of the relay 77 by a lead 105 and with the coil 89 of the relay 7-5 by a. lead 106. The circuit breaker 66 at terminal-31 is connected withthe coil 89 of the relay 7 5 by a lead 107, and is connected to the circuit breaker 66 at terminal 12 by a lead 108. The lead 105 and the coil 89 cf the relay 7'? is also connected by a lead 109 with the coil 110 of the relay 79, which coil is connected by the lead 111 with the circuit maker65. The solenoid 61'is connected by a lead 112 to the switch 113 of the relay 79 and thence by a. lead 114- i to the lead 111 and coil 110.

lt will be understood that under normal conditions the central station A la in direct communication with the outstation B, the

2 tube sections in the switch housings 25 and 26 being in their normal position, as indicated on Fig. 2, with reference to the housing 25, and that the main line switch 70 is closed. The insertion of a carrier therefore in the 3 month of the dispatch terminal 11 will cause that carrier to be delivered. to the delivery terminal 12 of station B, and while the carrier will trip the, circuit maker 65 and the circuit breaker 66 at the terminal, that will have no effect upon the operation of the device.

However, if it be desired to send a carrier from station A to station D or station 0, it will obviously be necessary that the tube section 40 in the switch housings 25 and 26, be

shifted out of its normal position, and for this reason the button 83 on the panel 85 will be depressed if the carrier should go to station Qand the button 84 depressed if the carriers should go to station D. The depression of w 4 either button completes the circuit through the coilof the relay with which it is associated through the wiring just described. The consequent energizing of that coil causes the closure of the switch 96 and the energizing of the proper solenoid by which the tube section 40 is swung out of its normal position providing a path through which the carrier maypass to its destination. The coil 110 of the relay 79 is also energized, when the circuit maker .65 is tripped by the carrier being sent to station C or D, causing the closure of the switch 113 and energizing of the solenoid 61 by whi h the stop is ren dered operativeto prevent the introduction of a second carrier-into the; terminal 11.

While the circuits through the coils ofthe relays just described are only closed temporarily by the button 83 or 84 and the circuit maker 65, they are kept closed'in the well-known manner by the lead 98 of relay or 77 and the lead 114 of relay 7 9, so that the coils remain energized and the switches closed until the carrier arrives at its destination. The opening of the clapper valve 64 at the destined terminal by the delivery of the carrier will trip the circuit breaker 66 at that terminal and open the circuit, which, as will be readily understood, deenergizes the coil 89 and allows the switch 96 to open, deenergizing the solenoid 45 and permitting the tube section 40 to be restored to its normal position. The opening of the switch 96 also breaks the circuit through the coil 110 of the relay 79, thus deenergizing the solenoid 61 and rendering the stop 60 inoperative. The system is therefore again in its normal condition and can be used to dispatch carriers from the central station to any of the outstations.

It will be understood that under normal conditions when the pump 18 is of the suction type that the normal path of the air is through the terminal 11, length 10 housing "25, length 10, housing 26, length 10, terminal 12, return tube 15, terminal 17, and pipe scribed, the normal path of the air through the system is of necessity affected, and for this reason the pipes 29 and 32 have been provided to bypass the air around the switch housing in question. Thus if a carrier is to be dispatched to outstation D the air arriving at switch housing 25 travels through the tube 2'? to terminal 28 and returns through pipe 29 to length 10?, and thereafter follows the normal path.

The embodiment shown in Fig. 5 differs primarily from that previously described by reason of the difference in use thereof and the consequent changes required to carry out the invention. In this embodiment the station A receives carriers sent from either of the stations B and C and dispatches carriers through atube 150 to a delivery terminal 151 common to both stations B and C. The carriers arriving at the terminal 151 enter a chute 152 by which they are directed to a desk or table (not shown) accessible to the operators of stations B and C. A pump 153 or other means for creating air pressure is connected'by a pipe 154 to the tube 150 at the delivery terminal 151. The station A. comprises a dispatch terminal 11 and a delivery terminal 17, while the station 13 consists of A switch housing 155 having certain fea- T:

may beraised by minals 16 (station E) and 21 (station by transit tubes 157 and 158 respectively.

Pivotally mounted within the switch housing is a transit tube section 160, the pivoted end of which 15 at all times in alignment with the tube 156, being connected. thereto in the embodiment illustrated in Fig. 5 by a ball and socket joint 161. The free end 162 of the tube section is normally in alignment with the tube 157, so that under ordinary conditions, carriers may be introduced at the dispatch terminal 16 of station 13 and transported to the delivery terminal 17 at station A. The tube section 160, however, may be shifted so that its free end is in alignment with the tube 158, as indicated in dotted lines. This shifting may be performed in any desired manner, but 1 have elected to show it controlled by a solenoid 165, the core of which is connected by a link 166 with a sleeve 16? on the tube. In order to control the travel of the tube section 160, a dash pot 168 is provided, the plunger of which is connected by a link 169 and sleeve 1'10 with the tube section 160. The dash pot not only retards the movement of the tube section 160 by the solenoid 165, but since the section 160 is under the ordinary conditions of installation returned to its normal position by the force of gravity, it retards the return. In place of relying upon the force of gravity or to supplement that force, a spring may be provided if required by the conditions the installat on.

Mounted in the tube 156 adjacent the switch housing 155 is a circuit control device i of the well known type, having a finger 1T. 6

adapted to be tripped by each carrier pas i a through the tube 156. in the tube 157 ad acent the switch housing 155 is provided a stop which is normally inoperative, but which an arm 181 through the action of a solenoid 182 to the core 0' which the arm 181 connected by av l Mounted on the tube 158 ad gacent patch terminal 21 is a circuit control device 158 also of the well known type, having a finger 186 which. is adapted to be tripped by the introduction of a carrier into the mouth of the dispatch terminal 21.

The operation of the solenoids and control devices is electrically controlled through a relay 190, and these elements may be connected electrically in any desired manner, the diagram on Fig. 5 illustrating the preferred manner. A main line switc i 200 is pr vid-ed which, when closed, connects the supply lines 201, 202 to the main lines 208, 20st respectively. The line 203 is connected by a lead 205 to the control device 175, by a lead 206 to the solenoid 165 and by a lead .20"? through an electric bulb or other signal device 208 to a contact 209 of the relay 190, and the line 20 i is connected by a lead 210 to a contact 211 of the relay 190 and by a lead'212 to the control device 185. The control device 17 5 is connected to one end of the coil 214 of the relay 190 by a lead 215. The other end of the co-il 214118 connected by a lead 216 to the device 185 and by a lead 217 to the contact 209 of the relay at one end of a normally open switch 219. The contact 209 is connected to the solenoid 182 by a lead 220 from which it is also connected to the solenoid 165 by a lead 221. A second lead 222 connects the solenoid 182 to the lead 206.

W hen it is desired to send a carrier from station G to station A, the introduction of a carrier into the terminal 21 trips'the finger 186 of the device 185 and'the main line switch 200 being closed completes the circuit ust described in the following manner. The tripping of the device 185 closes a circuit from the supply line 202 through the main line 20 1, lead 212, lead 216, coil 214C, lead 215., device 175, lead 205, and line 203 to the supply line 201. The coil 214 acts in the usual manner'to close the switch 219, thus connecting the contacts 209 and 211 and completing the circuits through the solenoids 165 and 182 between the lines 208 and 204. The solenoid 165 causes the tube section 160 to be shifted out of its normal position, so that the free end 162 is in alignmentwith the tube 158 and at the same time the solenoid 182 raises the stop 180 in the tube 157 and energizes the signal 268. After the carrier has traveled through the tube 158 and the tube section 160 into the tube 156 it trips the finger 176 of the device 17 5, breaking the circuit th-erethrough and causing the parts to resume the position shown in Fig. 5, the switch 219 being open, the tube section 160 being in alignment with the tube 157 and the stop 180 being inoperative.

It will be understood that the normal path of the air through the system set up by the pump 153 when acting to draw the air through the system is from the terminal 16" through the tube 157, tube section 160, tube 156, terminal 17', tube 150 and pipe 154. lVhen, however, the tube section 160 is shifted by the mechanism above described, the terminal 16 and tube 157 are cut off and the air travels to the tube section 160 through terminal 21 and tube 158. Hence no carrier can be dispatched from terminal 16' while a carrier is in transit between the control devices 185 and 175, and if a carrier were in the tube 151'" while the carrier was in transit it would be prevented by the stop 180 from entering the switch housing 160. If the carrier was in vertical sections of the tube, it would fall when the air flow was out off. At the terminal 16 is provided a gravity latch 225 to prevent a carrier in the first vertical section from leaving the tube. As soon as the carrier in transit has tripped the device 175, the parts are restored to their normal position, and any carrier in the tube 157 will resume its journey to the terminal 17 The signal device 208 is provided to warn the operator at station C that one carrier is in transit so that a second carrier will not be introduced inadvertently.

This embodiment is particularly adapted for use in stores and other places where it is desired to send two kinds of carriers to a single station. For instance, terminal 16' might be at a cashiers desk and by it cash carriers would be dispatched, while terminal 21 might be at an authorizers desk and charge carriers might be dispatched, thereby. The great majority of carriers inmost such installations sent to the various sales stations of which A is an example, carry cash and hence station E is normally in communication with station A, and while the dispatch of carriers from station 0 prevents dispatching from station B, this does not cause any great inconvenience, since the carriers travel rapidly and occasion only short delays.

Fig. 6 illustrates a development of the Fig. 5 embodiment wherein the tube section 160 and the control devices are actuated pneumatically instead of electrically. The tube section 160 which is normally in alignment with the tube 157, as shown in full lines, is connected by a strap 250 and link 251 with a pneumatic 252. The preferred form, here illustrated, comprises a casing divided by a diaphragm into two compartments, the link 251 being connected to and movable by the diaphragm. Both compartments of the casing are connected by a pipe 253 with the tube 156, suitable valves 254 being provided so that the pressure on the two sides of the diaphragm can be equalized. Mounted on the strap 250 f s a latch 255 adapted to be engaged by one arm 256 of abell-crank lever. The other arm 257 of the lever is oined by a link 258 to one end of a bar 259. I The bar 259 is pivotally mounted intermediate its ends upon a suitable support, and its other end projects into the tube 156 adjacent the housing 155 so that it will be tripped by carriers passing therethrough. In the tube 157 adjacent the housing 155 is mounted a stop 260 comprising a reciprocable pin 261, the upper end of which enters the tube 157 while the lower end connected to the diaphragm of a pneumatic 262. This pneumatic 262 is similar to the pneumatic 252 previously described, and the compartments at either side of the diaphragm are connected by piping 263 with the tube 156. Valves 263 are provided in the piping to insure uniformity of pressure against the sides of the diaphragm. The compartment of each pneumatic 252 and 262 below the diaphragm is connected by piping 265 to a normally closed valve 266, here shown as includin a clapper 267. The clapper 267 is mounted upon one end of a bar 268 pivotally mounted upon a bracket 269. The other end of the bar 268 enters the wall of the tube 158 and projects into the path of travel of carriers therein. A spring 270 is provided to hold the valve 266 normally closed, and the end of the bar 268 in the path of travel of the carriers.

It will be understood that a certain flow of air is set up in the system, such air in the system normally proceeding from the terminal 16 through the tube 157, and the tube section 160 into the tube 156, and thence as described above in connection with Fig. 5. When a carrier is to be dispatched from terminal 21 the following actions take place; the carrier trips the bar 268, momentarily opening the valve 266 and admitting atmospheric pressure into the compartments of the pneumatics 252, 262 with which the piping 265 is connected. This influx of air upsets the equilibrium of the pneumatics in the usual way, causing the diaphragms the-rein to rise. The tube section 160 is accordingly swung on its pivot and the latch 255 is engaged by the arm 256 of the lever holding the parts in such position. The stop bar 261 is also raised to prevent any carrier in the tube 157 from entering the housing 155. The carrier introduced at the terminal 21 passes through the housing and contacts withthe lower end of the bar 259, thereby causing the bell-crank lever to release the latch and allow the tube section to resume its normal position in alignment with the tube 157. The pneumatics 252 and 262 are so constructed and adjusted that, upon the release of the latch, the tube section will at once resume its normal position, and at the same time the stop 260 will become inoperative so that the system has resumed its normal position.

A supplementary stop 27 5 is provided in the tube 158 adjacent the terminal 21 to prevent the introduction of a second carrier in the line until the first carrier has tripped the bar 259 and restored the system to its normal position. The stop 275 comprises a pneumatic 276 of the type of those previously described and including a diaphragm normally subject on each side to atmospheric pressure, and so equalized that a pin 277 actuated by the diaphragm and adapted to enter the tube is out of the path of travel of the carriers. The compartment at one side of the diaphragm is in direct communication with the interior of the tube 158 by a pipe 278, while the compartment at the other side is in direct communication with the atmosphere. Obviously when the tube 158 is not in use, pressure on the diaphragm is equalized and the pin 277 is retracted, but when air is drawn through the tube the pressure on the right side of the diaphragm is greater than that on the left side and the pin is advanced to prevent the introduction of a carrier and is so via held as long as the air is drawn through the tube 158. The operation of this system believed to be apparent from the above description, and hence will not be set forth in detail.

While certain embodiments of the invention have been shown and tie-scribed in detail, it will be understood that I am not limited thereto, since other embodiments thereof may be made without departing from the spirit and scope of the invention as set forth in the following claims.

I claim 1. In a pneumatic dispatch system having at least three stations, a switch housing containing a movably mounted transit tube section, a transit tube connecting one of said stations to said switch housing and being in alignment at all times with one end of the tube section therein, transit tubes connecting two other of said stations to said switch housing, the free end of the tube section therein being normally in alignment with one of said last named tubes, whereby a carrier can be transported between the station connected to the housing by said tube and the first named station, means "for shifting the tube section to bring its free end into alignment with the other of said tubes, whereby a carrier can be transported between the station connected to the housing by said tube and the first named station, means actuated by the carrier in transit for restoring the tube section to its normal position, and means tor preventing the entry of another carrier into the switch housing until the tube section has been restored to its normal position.

2. In a pneumatic dispatch system having at least three stations, a switch housing con taining a movably mounted transit tube section, a transit tube connecting one of said stations to said switch housing and being in alignment at all times with one end of the tube section therein, transit tubes connecting two other of said stations to said switch housing, the free end of the tube section therein being normally in alignment with one of said last named tubes, whereby a carrier can be transported between the station connected to the housing by said tube and the first named station, means shifting the tube section to bring its free end into alignment with the other of said tubes, whereby a carrier can be transported between the station connected to the housing by said tube and the first named station, means actuated by the carrier in transit for restoring the tube section to its normal position, and means for preventing the dispatch of another carrier until the tube section has been re stored to its normal position.

3. In a pneumatic dispatch system having at least three stations, a switch housing containing a movably mounted transit tube section, a transit tube connecting one of said stations to said switch housing and being in alignment at all tunes with one end of the tube section therein, transit tubes connectmg two other of said stations to said switch housing, the free end of the tube section therein being normally in alignment with one of said last named tubes whereb a carrier can be I 1 7 L transnorteu between the station connected to l 1 1 the lIOUSlII b said tube and the first named I D 1 station, means for snirtmg the tube section to bring its tr e end into alignment with the other of said tubes, whereby a carrier can be transported between the station connected to the housin' b said tube and the first named J v 1 station, means actuated by the carrier 111 transit for restoring the tube section to its normal position, and means actuated by the carrier for preventing the entry of another carri r into the switch housing until the tube section has been restored to its normal position.

4. In a pneumatic dispatch system having at least three stations, a switch housing containing a movably mounted transit tube section, a transit tube connecting one of said stations to said switch housing and being in alignment at all times with one end of the tube.

section therein, transit tubes connecting two other 0t said stations to said switch housing,

the -tree end of the tube section therein being normally in alignment ni h one of said last named tubes, whereby a carrier can be transported between the station connected to the housing by said tube and the first named station, means for shifting the tube section to bring its free end into alignment with the other of said tubes, whereby a carrier can be transported between the station connected to the housing by said tube and the first named station, means actuated by the carrier in transit for restoring the tube section to its normal position, and means actuated by the carrier for preventing the dispatching of another carrier until. the tube section has been restored to its normal position.

5. In a pneumatic dispatch system having a dispatch terminal and at least two delivery terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the dispatch terminal with said housing, the pivoted end 01 the tube section therein being at all times in alignment with said tube, transit tubes connecting the switch housing with the delivery terminals, the free end of the tube section being shittinto alignment with either of said named tubes, whereby the tube section has two positions in one of which a carrier may be sent "from the dispatch terminal to one 01" the delivery terminals and in the other of which a carrier may be sent from the dispatch terminal to the other delivery terminal, means for shifting the tube section and determining the position thereof, and means actuated. by a carrier in transit from the dispatch terminal when the tube section is in one position to cause the first named means to shift the tube section into the other position, the tube section also acting to complete a pneumatic connection between the dispatch terminal and the selected delivery terminal, d a bypass connecting one of said delivery terminals to the transit tube connecting the switch housing with the other delivery terminal whereby said terminal is pneumatically connected with the dispatch terminal in either position of the tube section.

6. In a pneumatic dispatch systemhaving a dispatch terminal and at least two delivery terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the dispatch terminal with said housing, the pivoted end of the tube section therein being at all times in alignment with said tube, transit tubes connecting the switch housing with the delivery terminals, the free end of the tube section being shiftable into alignment with either of said last named tubes, whereby the tube section has two positions in one of which a carrier may be sent from the dispatch terminal to one of the delivery terminals and in the other of which a carrier may be sent'from the dispatch terminal to the other delivery terminal, means for shifting the tube section and determining the position thereof and means actuated by a carrier in transit from the dispatch terminal to one of the delivery terminals upon its arrival at said terminal to cause the first named means to shift the tube section into the other position, the tube section also acting to complete a pneumatic connection between the dispatch termi al and the selected delivery terminal, and a by-pass connecting one of said delivery terminals to the transit tube connecting the switch housing with the other delivery terminal whereby said terminal is pneumatically connected with the dispatch terminal in either position of the J tube section.

- 7 In a pneumatic dispatch system having a dispatch terminal and at least two delivery terminals a switch housing having a pivotally mounted transit tube section therein, a

transit tube connecting the dispatch terminal with said housing, the pivoted end of the tube section therein being at all times in alignment with said tube, transit tubes connecting the switch housing with the delivery terminals, the free end of the tube section being shiftable into, alignment with ei her of said last named tubes, whereby the tube section has two positions in one of which a carrier may be sent from the dispatch terminal to one of the delivery terminals and in the other of which a. carrier may be sent from the dispatch terminal to the other delivery terminal, means for shifting the tube section and determining the position thereof,

' astop for preventing the dispatch ofa carrier when the tube section is in one position and a carrier is in transit, and means actuated by the carrier in transit to render said stop inoperative.

8. In a pneumatic dispatch system having a dispatch terminal and at least two delivery terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the dispatch terminal with said housing, the pivoted end of the tube section therein being at all times in alignment with said tube, transit tubes connecting the switch housing with the delivery terminals, the free end of the tube section being shiftable into alignment with either of said last named tubes, whereby the tube section has two positionsin one of which a carrier may be sent from the dispatch terminal to one of the delivery terminalsand in the other of which a carrier may be sent from the dispatch terminal to the other delivery terminal, means for shifting the tube section and determining the position thereof, a stop for preventing the dispatch of a carrier when the tube section is in one position and a carrier is in transit and means actuated by the carrier in transit upon its arrival at the destined delivery terminal to render said stop inoperative.

9. In a pneumatic dispatch system having a dispatch terminal and at least two delivery terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the dispatch terminal with said housing, the pivoted end of the tube section therein being at all times in ali nment with said tube, transit tubes connecting the switch housing with the delivery terminals, the free end of the tube section being shiftable into alignment with either of said last named tubes, whereby the tube section has two positions in either of which a carrier may be sent from the dispatch terminal to a delivery terminal, means for shifting the tube section and determining the position "n thereof, a stop for preventing the dispatch of a carrier when the tube section is in one position and a carrier is in transit and means actuated by the carrier in transit to cause the first named means to shift the tube section into '1 the other position and to render said stop inoperative.

10. In a pneumatic dispatch system having a dispatch terminal and at least two delivery terminals, a switch housing having a nivotally mounted transit tube section therein, a trans t tube connecting the dispatch terminal with said housing, the pivoted end of the tube section therein being at all times in alignment with said tube, transit tubes connecting the switch housing with the de livery terminals, the free end of the tube sectionbeing shiftable into alignment with either of said last named tubes, whereby the tube sectionhas two positions in either of which a carrier may be sent from the dispatch terminal to a delivery terminal, means for shifting the tube section and determining the position thereof, a stop for preventing the dispatch of a carrier when the tube section is in one position and a carrier is in transit and means actuated by the carrier in transit upon its arrival its destined delivery terminal to cause the first named means to shift the tube section into the other position and to render s id stop inoperative.

11. In a pneumatic dispatch system having a dispatch terminal and at least two delivery terminals, a switch housing having a pivotally mounted transit tube section there in, a transit tube connecting the dispatch terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with the delivery terminals the free end of the tube section being normally in alignment with the transit tube from one of the delivery term nals thus providing a continuous tube through which carriers may be transported to that delivery terminal, manually controlled means for shitting the tube section into alignment with the transit tube from the other delivery terminal to provide a continuous tube through which a carrier may be transported to that other delivery terminal from the dispatch terminal, and means actuated by the carrier so dispatched for causing the restoration of the tube section to its normal position.

12. In a pneumatic dispatch system having a dispatch terminal and at least two delivery terminals, a switch housing having a pivotally mounted transit tube section therein, a trans t tube connecting the dispatch terminal with said housing, the pivoted end of the tube section being at all. times in alignment with said tube, transit tubes connecting the switch housing with the delivery terminals the free end of the tube section being normally in alignment with the transit tube from one of the delivery terminals thus providing a continuous tube through which carriers may be transported to that delivery terminal, manually controlled means for shitting the tube section into alignment with the transit tube from the other deliveryterminal to provide a continuous tube through which a carrier may be transported to that other delivery terminal from the dispatch terminal, and means actuated by the carrier so dispatched upon its arrival at the delivery station for causing the restoration of the tube section to its normal position.

13. In a pneumatic dispatch system having a dispatch terminal and at least two delivery terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the dispatch terminal with said housing, the pivoted end of J the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with the delivery terminals the free end of the tube section being normally in alignment with the transit tube from one of the delivery terminals thus providing a continuous tube through which carriers may be transported to that delivery terminal, manually controlled means for shifting the tube secti on into alignment with the transit tube from the other delivery terminal to provide a continuous tube through which a carrier may be transported to that other delivery terminal from the dispatch terminal, a stop for preventing the dispatch of a second carrier until the carrier in transit has passed through the tube section in the housing and means actuated by the carrier in transit for rendering the stop inoperative.

14. In a pneumatic dispatch system having adispatch terminal and at least two delivery terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the dispatch terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tub-es connecting the switch housing with the delivery terminals, the free end of the tube section being normally in alignment with the transit tube from one of the delivery terminals thus providing a continuous tube through which carriers may be transported to that delivery terminal, manually controlled means for shifting the tube section into alignment with the transit tube from the other delivery terminal to provide a continuous tube through which a carrier may be transported to that other delivery terminal from the dispatch terminal, a stop for preventing the dispatch of a second carrier until the carrier in transit has passed through the tube section in the housing and means actuated by the carrier in transit for rendering said stop inoperative and for causing the restoration of the tube section to its normal position.

15. In a pneumatic dispatch system having a dispatch terminal and at least two delivery terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the dispatch terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with the delivery terminals the free end of the tube section being normally in alignment with the transit tube from one of the delivery terminals thus providing a continuous tube through which carriers may be transported to that delivery terminal, manually controlled means for shifting the tube section into alignment with the transit tube from the other delivery terminal to provide a continuous tube through which a carrier may be transported to that other delivery terminal from the dispatch terminal, a stop for preventing the dispatch of a second carrier until the carrier in transit has passed through the tube section in the housing and means actuated by the carrier in transit upon its arrival at the delivery terminal for rendering said stop inoperative and for causing the restoration of the tube section to its normal position.

16. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with said dispatching terminals, means for shifting the tube section into alignment with the tube from one dispatching terminal, thus providing a continuous tube through which a carrier may be dispatched to the delivery terminal from the dispatch' terminal connected to the housing by that tube, and means actuated by the carrier in transit after passing through the tube section for shifting the tube section into alignment with the tube from another dispatching terminal.

17. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with said dispatching terminals, means for shifting the tube section into alignment with the tube from one dispatching terminal, thus providing a continuous tube through which a-carrier may be dispatched to the delivery terminal from the dispatch terminal connected to the housing by that tube, a stop actuated by the shifting means for preventing the travel of a carrier through the tube from the other dispatching terminal and means actuated by the carrier in transit for rendering the stop inoperative and permitting the travel of the second carmen I 18. In a pneumatic dispatch system'having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connectingthe switch housing with said dispatching terminals, means for shifting the tube section into alignment with the tube from one dispatching terminal, thus providing a continuous tube through which a carrier may be dispatched to the delivery terminal from the disalignment with the tube from the other disaatch terminal and renderin the sto ino erative so that a carrier may travel from said dispatch terminal to the delivery terminal.

19. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with said dispatching terminals, the free end of the tube section being normally in alignment with the tube from one dispatching terminal, means for shifting saidtube section into a position in which the free end thereof is in alignment with the tube from the sec-0nd dispatchingterminal, and means actuated upon the dispatch of a carrier from said second terminal for causing said shitting means to operate.

20. In a pneumatic dispatch system having a delivery terminal and at least two dispatchin terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with said dispatching terminals, the free end of the tube section being normally in alignment with the tube from one dispatching terminal, means for shifting said tube section into a position in which the free end thereof is in alignment with the tube from the second dispatching terminal, a stop operative to prevent the dispatch of a carrier from the first terminal when the tube section is out of its normal position, and means actuated by a carrier dispatched from the second terminal when the tube section is so positioned for rendering said stop inoperative.

21. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end or" the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with dispatching terminals, the free end of the tube section being normally in alignment with the tube from one dispatching terminal, means forshifting said tube section into a position in whichthe free end thereof is in alignment with the tube from the second dispatching terminal and a stop operative to prevent the dispatch of a carrier from the first terminal when the tube section is out of its normal position, said stop being inoperative when the tube section is in its normal position.

22. In a pneumatic dispatch system having a delivery terminal and at least two dispatchhousing with said dispatching terminals, the

free end of the tube section being normally in alignment with the tube from one dispatching terminal, means for shifting said tube section into a position in which the free end thereof is in alignment with the tube from the second dispatching terminal, a stop operative to prevent the dispatch of a carrier from the first terminal when the tube section is out of its normal position and means actuated by a carrier dispatched from the second terminal for restoring the tube section to its normal posit-ion and rendering said stop inoperative.

23. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tubes, transit tubes connecting the switch housing with said dispatching terminals, the free end of the tube section being normally in alignment with the tube from one dispatching terminal, means for shifting said tube section into a position in which the free end thereof is in alignment with the tube from the second dispatching terminal, a stop operative to prevent the dispatch of a carrier from the first terminal and means actuated by the dispatch of a carrier from the second terminal for causing said means to shift the tube out of its normal position and for rendering the stop operative.

24. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with the dispatching terminals, the tube section being normally in alignment with the tube from one dispatching station, means for shifting the tube section into alignment with the transit tube from the other dispatching terminal and holding it in such position, thus providing a continuous tube through which a carrier may be dispatched to the delivery terminal from such dispatching terminal, stops normally inoperative and rendered operative by said means to prevent the travel of other carriers to the delivery terminal from either dispatching terminal and means actuated by the carrier in transit for rendering said holding means inoperative thus permitting the tube section to resume its normal position and rendering both said stops inoperative.

25. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with said dispatching terminals, the tube section being normally in alignment with the tube from one dispatching terminal, pneumatic means for shifting the tube section into alignment with the tube from the other dispatching terminal, thus providing a continuous tube through which a carrier may be dispatched to the delivery terminal from that dispatch terminal, means holding the tube section in such shifted position and means actuated by the carrier in transit after passing through the tube section for releasing said holding means and permitting said tube section to resume its normal position.

26. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with said dispatching terminals, the tube section being normally in alignment with the tube from one dispatch ing terminal, pneumatic means for shifting the tube section into alignment with the tube from the other dispatching terminal, thus providing a continuous tube through which a carrier may be dispatched to the delivery terminal from that dispatch terminal, a stop actuated by said shifting means for preventing the travel of a carrier through the' tube from the first named dispatching terminal, means holding the tube section in such shifted position, and means actuated by the carrier in transit after passing through the tube section for releasing said holding means and permitting said tube section to resume its normal position and for rendering the stop inoperative.

27. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housin with said dispatchin terminals, the tu e section being norma ly in alignment with the tube from one dispatching terminal, pneumatic means for shifting the tube section into alignment with the tube from the other dispatching terminal, thus providing a continuous tube through which a carrier may be dispatched to thedelivery terminal from that dispatch terminal, means holding the tube section in such shifted position, a stop pneumatically actuated by the shifting of said tube section for preventing the insertion of a second carrier into said dispatching terminal, and means actuated by the carrier in transit after passing through the tube section for releasing said holding means and permitting said tube section to resume its normal position whereupon the stop is rendered inoperative.

28. In a pneumatic dispatch system hav- 7 ing a delivery terminal and at least two dispatching terminals, a switch housing having a plvotally mounted transit tube sectlon therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with said dispatching terminals, the tube section being normally in alignment with the tube from one dispatching terminal, pneumatic means for shifting the tube section into L lignment with the tube from the other dispatching terminal, thus providing a continuous tube through which a carrier may be dispatched to the delivery terminal from that dispatch terminal, means holding the tube section in such shifted position, a stop actuated by said shifting means for preventing the travel of a carrier through the tube from the first named dispatching terminal, a second stop pneumatically actuated by the shifting of said tube section for preventing the insertion of a second carrier into the second named dispatching terminal, and means actuated by thecarrier in transit after passing through the tube section for releasing said holding means and permitting said tube section to resume its normal position and thereby rendering both said stops inoperative.

29. In a pneumatic dispatch system having a delivery terminal and at least two dispatching terminals, a switch housing having a pivotally mounted transit tube section therein, a transit tube connecting the delivery terminal with said housing, the pivoted end of the tube section being at all times in alignment with said tube, transit tubes connecting the switch housing with said dispatching terminals, the tube section being normally in alignment with the tube from one dispatching terminal, pneumatic means for shifting the tube section into alignment with the tube from the other dispatching terminal, thus 

